Apparatus and method of collecting and distributing event data to strategic security personnel and response vehicles

ABSTRACT

A security and surveillance system for aircraft on the ground incorporates a plurality of strategically spaced sensors including video imaging generators, audio sensors, motion detectors, and fire and smoke detectors for monitoring critical components and critical areas of both the interior and the exterior of the a commercial transport such as an aircraft. The system is a comprehensive multi-media safety, tracking and/or surveillance system, which provides both visual and/or audio information as well as critical data such as location, direction, intrusion, fire and/or smoke detection and/or status of environmental conditions and/or asset systems status. The collected information is analyzed and prioritized according to type of event, location and nature of required response for automatically dispatching the proper response. The captured data and images are transmitted to a ground based security station for display on a monitor and may be recorded on a “black box” recorder as well as on a ground based recording system.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of Ser. No. 09/687,713, filed on Oct.13, 2000 entitled now abandoned: Apparatus And Method Of Collecting AndDistributing Event Data To Strategic Security Personnel And ResponseVehicles and related to my copending applications entitled: WirelessTransducer Data Capture and Retrieval System for Aircraft, Ser. No.08/745,536, filed on Nov. 12, 1996; Video and Data Capture RetrievalSurveillance System for Aircraft, U.S. Ser. No. 08/729,139, filed onOct. 11, 1996; and Acoustic Catastrophic Event Detection and DataCapture and Retrieval System for Aircraft, U.S. Ser. No. 08/738,487,filed on Oct. 28, 1996 now U.S. Pat. No. 5,798,458, and my copendingapplications Ground Based Security Surveillance System for Aircraft andOther Commercial Vehicles; Ground Link with On-Board SecuritySurveillance System for Aircraft and Other Commercial Vehicles; and,Network Communication Techniques for Security Surveillance and SafetySystem, —filed on even date herewith.

BACKGROUND OF INVENTION

1. Field of Invention

The subject invention is generally related to electronic safety andsurveillance systems and is specifically directed to a comprehensivemulti-media security surveillance system for collecting critical eventdata and for assessing the location and type of event for distributingthe information to key response personnel based on location andcapability. One desirable use of the invention is the use of this systemfor monitoring commercial transports such as aircraft or over-the-roadvehicles while in port or terminal, whether taxiing or parked, whileboth attended and unattended.

2. Discussion of the Prior Art

Security is of ever increasing importance. Using the airlines as anexample, global tracking systems are now in place to monitor the flightof the aircraft from the moment it lifts off until it safely lands atits destination. Radar an navigational positioning systems arecommonplace both on the aircraft and at the ground tracking stations.All of these electronic systems have increased the overall safety recordof commercial traffic to new standards as the number of miles flowncontinues to escalate.

In addition, the on board avionics including electronic monitoring anddiagnostic equipment, particularly on large commercial jets, continuesto evolve, giving both the on board crew and the ground assets morecomplete, accurate and up to date information regarding the condition ofthe aircraft while in flight. Flight recorders long have beenincorporated in order to provide a record of each flight and in order toprovide critical information to aid in the determination of the causesof an accident or malfunction should one occur.

However, one area which has been neglected with the ever increasingavailability of electronic surveillance is the security of the aircraftor other vehicles or vessels, including, but not limited to,over-the-road vehicles, ships and other commercial transports(collectively referred to as commercial transports), particularly whenunattended. Typically, when an aircraft is on the ground, or in port,and unattended the only security provided is the security of thelocation. If the security of the area in which the commercial transportis stored is breached, the commercial transport is an easy target. Inmost cases, even the access doors are left open and further, for obvioussafety reasons, are designed not to be locked from the outside. Manycritical areas of the commercial transport are left exposed such as inan aircraft, by way of example, the baggage hold, the landing gear, theengine housing and critical wing and tail components.

With terrorism and sabotage an increasing problem there is significantneed to develop an integrated system capable of providing goodphysical/visual and/or audio surveillance as well as monitoring of theenvironmental, security and motion conditions of an area whetheroccupied by a commercial transport on the ground or in port. Forexample, a good visual surveillance system would give instant evidenceof a breach of commercial transport security, could sound an alarm andcould immediately secure the area.

Another use for the invention is the monitoring of public arena or eventsuch as sporting events, public squares, arenas and the like. This isparticularly true with respect to largely attended events such as theOlympics or in areas of high public use and activity such as commercialand public terminals. Such densely populated activities and concurrentconcentration of high-value assets have made these activities theincreasing targets of terrorist activities. This is in addition to themechanical and structural failures, injuries to visitors and personneland other accidents which occur during the normal course of operation.

The system of the subject invention would provide monitoring andreconstruction of events in such areas. The system would also permit therecording of visual information to provide a history for later review,providing yet another source of information for increasing the overallsecurity.

While such a system would be of great benefit to the commercialtransport and airline industries in general and to the commercialairlines in particular, there are no integrated systems currentlyavailable which adequately meets these needs.

SUMMARY OF THE INVENTION

The subject invention is directed to a comprehensive multi-media safety,tracking and/or surveillance system, which in the preferred formprovides both visual and/or audio information as well as critical datasuch as location, direction, intrusion, fire and/or smoke detectionand/or status of environmental conditions and/or asset systems status.It is an important aspect of the invention that the information, oncecollected, is analyzed and prioritized according to type of event,location and nature of required response for automatically dispatchingthe proper response.

In my aforementioned patent and copending applications, incorporatedherein by reference, detection and sensor systems are utilized toprovide the flight crew and/or a ground tracking station for commercialaircraft with critical information during flight and/or to record theinformation and data generated during flight for later reconstruction ofcatastrophic events. The subject invention is an improvement over andexpansion of this concept and adds not only ground security andsurveillance, but tracking while in port or on the ground as well aswhile in route, as well as incorporating the onboard systems of theaforementioned patent and applications. It is an important feature ofthe invention that the transmitting network provides a comprehensivecommunications link between stationary and mobile stations on theground, as well as between these stations and the asset or area beingmonitored and both to and from strategic sensors onboard the commercialtransport and on the ground. In the preferred embodiment of theinvention, a wireless LAN (local area network), WAN (wide area network)or other wireless transmission scheme is used as the transmission systemof choice. A digital wireless voice intercom is provided for securitypurposes and for communication between the onboard crew and the groundbased personnel. In the preferred embodiment, a video intercom is alsoprovided.

Digital wireless telecommunication capability provides for textcommunications. Digital wireless (such as, by way of example, LAN) basedfile communication capability permits the transmission of informationsuch as route or flight plans or gate and dock information. As example,a LAN or WAN has worldwide tracking capability adapted to be used inconnection with a global satellite communication system such as IRIDIUM,wherein the entire path and status of the commercial transport may bemonitored while airborne over satellite connections. While wirelesssystems provide the preferred form of communication, many features ofthe invention may be practiced using other communication links withinthe scope and spirit of the invention.

One important feature of the invention is the ability to remotelymonitor an area or an asset such as a commercial transport while on theground, whether or not the commercial transport is attended. This willpermit detection of unexpected events, breach of security, change inenvironmental conditions and other activities both on and in thevicinity of the commercial transport. A GPS or other location trackingsystem is included to provide accurate positioning information of themonitored zone or the specific commercial transport, establishing thegeographic coordinates for the asset or event, and permitting thetracking its movements, as well.

The comprehensive surveillance/communication of the subject inventionsupports transmission of monitored data and/or commands or operationaldata between the ground or base station and the transport, between thetransport and ground or terminal support vehicles and/or equipment,between the transport and various monitoring stations or systems,between transports, between the ground station and the support vehicles,between the monitoring station and support vehicles and between themonitoring stations or systems and the support vehicles. This permitsthe ground station to monitor and/or determine the identity, location,and heading of any vehicle in its range far tracking and collisionavoidance, as well as monitoring sensor information, alarm conditions,emergency conditions, servicing requests, maintenance information,navigational information, requests for information such as flight plans,weather information, route maps, message traffic such as e-mail and thelike. Similar information may be transmitted and received betweentransports, between transports and support vehicles and any of these andthe ground station. The ground station may also send operationalcommands to the various monitoring systems both on-board the transportand ground mounted, such as camera tilt, pan and zoom and sensoractivation. Other command signals such as “lock-on” a specific conditionor transport, sensor download, activation such as “lights-on” or alarm(e.g., siren) activation and the like.

In a typical application, when an alarm from a specific transport issent to the ground station it will be tagged with the GPS coordinates ofthe transport. The alarm will also be reported to a security system,typically including a computerized center that distributes theinformation of the wireless LAN and where used, the wired LAN. Themobile and/or personal security units will also report their GPScoordinates to the central computer so that the system knows thelocation of all security personnel at ant point in time. Once the alarmsignal is received, the system can search and identify the closestappropriate personnel and alert them of the alarm condition. This isaccomplished by calculating the length of the vectors between thetransport GPS and the various personnel GPS signals. The shortestvectors are the nearest personnel and these can be alerted to respond tothe alarm condition.

The selected personnel are then signaled by the security system of thepresent invention to respond. Audio, text and graphic communications maybe utilized to inform the selected personnel of the condition andlocation. The system can also use its “mapping” function to assist thepersonnel in determining the best route to take in response. Because ofthe em comprehensive nature of the system of the subject invention, bothaudio and image conditions of the transport can be communicated directlyto the selected personnel, using video conferencing compressiontechniques of the LAN. If the desired, the personnel can switch camerasto obtain different views, or gain control of the steerable cameradisclosed herein and survey the scene as appropriate via remote control.The two-way communication capability of the system would also permit thepersonnel to communicate conditions and the need for additionalpersonnel or equipment both to the system computer and directly to otherpersonnel.

The security computer system will register the GPS location of theselected personnel as well as the location of additional or “back-up”personnel in order to coordinate their movements and actions. The systemcan then provide essential audio, video and communications to theselected back-up personnel in order to coordinate the entire operation.The coordinates of fixed sensors may also be entered into the system sothat personnel can determine the proximity of each available sensor tohis GPS location.

It should be noted that the request for back-up can be programmed to beautomatically activated under certain conditions. For example, if asecurity personnel personal system detects an explosion or a gunshot, anautomatic alarm condition can be activated to alert central securityother personnel in the vicinity to indicated “potential bomb blast” or“potential automatic weapon”, all based on the audio signal which ispicked up by the sensors by comparing them to known acoustic signaturesof these types of events.

In its preferred form, a plurality of sensor units, which may include atleast one video or image sensor/device and/or at least one audio sensorand/or at least one motion sensor, are placed strategically about thearea to be secured and, with respect to important assets such as acommercial transport, in and around the interior and exterior of thecommercial transport, as well. In addition, strategically placed motiondetectors, fire sensors, smoke sensors, door or latch sensors and othermonitoring equipment are incorporated in the system. A comprehensivesystem incorporating these various sensing devices provide a broadbased, multi-media safety, security and surveillance system formonitoring an area or an asset at any time, whether or not attended.

In addition to safety and/or surveillance issues, the comprehensive datacollection scheme of the subject invention provides a system permittingenhanced monitoring and/or response to crew generated work orders orre-supply orders, and may even avoid the requirement that the crew ordercertain supplies. For example, by monitoring the fuel, fresh water,waste water and/or hydraulic levels onboard and transmitting this to aground station, refueling, water delivery and/or hydraulic fluid checkand supply may be initiated by the station crew and prepared fordelivery when the commercial transport arrives in port. The performanceparameters of the commercial transport may also be monitored and may beutilized for initiating maintenance procedures, for example, even beforethe commercial transport is in port. Pre-flight or pre-missionchecklists may be enhanced or automated by monitoring the criticalfunctions and criteria via the system of the subject invention. The,system of the subject invention greatly enhances maintenance proceduresand efficiency. Where desired, the system is capable of permitting thecommercial transport to carry its detailed maintenance record onboard,permitting full access to such information at remote locations. Themaintenance record can be routinely updated or polled from the homebased maintenance station using the system's unique uplink capability.The ability to both send and receive information will support remotecontrol of the commercial transport onboard systems such as lighting,strobes, alarm setting/resetting, environmental controls, lockingsystems, siren or other audible signals, fuel flow, fire detection andthe like.

The system of the subject invention permits complete monitoring of onground movement, and allows the monitoring of other personnel and assetsin the area to assure that the various activities and movements do notinterfere with one another. This provides collision avoidance, and canbe utilized both on the ground and in the air or in route via water orland.

As an example, current airborne collision avoidance is accomplished byuse of a radar transponder. Aircraft position is located by radar “echo”response and altitude by a “reporting altimeter” reading being returnedto the radar system encoded in the transporter return. Use of asatellite based LAN or WAN will provide an “intranet in the sky”,providing much more accurate GPS position, altitude, heading, speed andother navigational information to the FAA and other operators andcomputer tracking and monitoring stations, thus enhancing collisionavoidance information.

Situational awareness is also provided by the subject invention. In thepreferred, all authorized personnel, monitored areas and assets areprovided with a GPS location sensor or other location footprint, suchthat the home or ground crew will be able to track and identify thelocation of every component within the system. One benefit of thissystem is the ability to monitor and manage the traffic flow of theassets and personnel, assuring that proper distance is maintained andappropriate pathways are followed, as well as assuring that appropriateassets and personnel are in authorized areas at the appropriate time.

The system also permits full situational awareness capability where allground or water transports in the are provided with GPS locationinformation such that the ground crew will know where all assets are atany point in time. This can provide both collision avoidance asdescribed and also check to assure that the transports are in anauthorized area. A composite of all asset location information can beused to provide a “live” display of all assets in the area. Logging ofthis information will provide good archival information in the event areconstruction of events, such as a security breach or collision, isrequired.

The comprehensive multi-media system of the subject invention permitsthe collection and dissemination of virtually all data associated withpersonnel, secured areas, assets and support vehicles at any time, bothwhile in port or in service. In the preferred embodiment a combinationof sensors systems are used, with sensors being installed within theasset, on its exterior and at ground-based locations for monitoring thetransport when is in port. In such areas where ground based systems arenot available, the on-board systems still provide useful and enhancedinformation over the prior art. Likewise, in those areas whereunequipped assets enter a system equipped port, the ground based systemof the subject invention can communicate via standard ground-to-assetradio to provide useful information such as perimeter surveillance andthe like. For example, even without the use of on-board systems, theidentification number (such as the tail number on an aircraft), owner,state or country of origin and other identifying information can bematched with available data to provide immediate and accurateidentification of a specific commercial transport. This permitsefficient tracking and response capability of the transport in port, onthe ground, or anywhere in the world using satellite communications.

In the preferred embodiment, fixed view and steerable video cameras maybe incorporated either on the commercial transport or independently ofthe transport at ground based sites where commercial transport islocated in order to monitor movements around the perimeter of themonitored commercial transport. It is also desirable to include focusingand/or timing functions so that selective pan, tilt and/or zoom (x,y,z)positioning can be utilized. The cameras may be activated and/or aimedarid/or focused based on the location data provided by a GPS systemintegral to the monitored commercial transport, may automatically pan anarea, or may be manually operated by crew or ground personnel. Automatictracking of each transport in the terminal by one or more trackingcameras in conjunction with a recording device can provide an archivalrecord of each asset in case of a detrimental event, such as fire,terrorist event, theft, collision and the like.

Several video cameras may be placed such that the lens of each is aimedthrough a window opening provided in the fuselage or body in order toprovide video imaging of the engines, tail section, and/or landing gearand other functional components of an aircraft. Cameras may be placedthroughout the interior of the commercial transport on the flight deck,in the cargo hold, in passenger cabin and/or other desired spacesincluding on the ground outside the commercial transport. The audiosensors/transducers and/or other sensors and detectors are alsostrategically located throughout the commercial transport and positionedat strategic locations both internal and external of the fuselage.External sensors based on the ground area surrounding the commercialtransport may also be added.

In its simplest form, current sensors are already on the commercialtransport coupled with strategically based ground sensors and may beused to provide surveillance and/or warning system. Thus, a basic systemmay be implemented with a minimum of alteration to the commercialtransport and a minimum of expense.

Within the commercial transport, the system may be hardwired or may usewireless transmission and receiving systems. The wireless system isparticularly useful for adapting the system as a retrofit on existingequipment and also provides assurances against disruption of datatransmission during structural catastrophes such as fire or airframebreakup. In the preferred embodiment, the wireless system is fullyself-contained with each sensor unit having an independent power supplyand where appropriate, a sensor light source. The ground sensors maylikewise be hardwired or use wireless transmission and receiving ofvideo and/or alarm telemetry signals. The ground security system mayinclude motion sensitive, weight sensitive, infrared sensitive, audiosensitive, or other typed activation system so that the equipment is notactivated until some event is detected, i.e., the system is actiontriggered. The ground communications link, monitoring and/or recordingsystems for collecting and/or transmitting the data as disclosed in mycopending applications may be adapted for processing the informationgathered by the on-ground security system and, in the preferredembodiment. The wireless system may use radio frequency transmission andmay incorporate the wireless communication system already in place as anintegral component of the system. Where desired, a wireless local areanetwork {LAN) or other wireless system may also be utilized forintercommunication among the system components. Preferably, the entirecapture, retrieval, monitor and archive system is installed utilizingthe wireless transmitting/receiving system in order to assure thattransmission will not be lost in the event of a power shutdown or afailure causing possible open or shorted circuit conditions which couldoccur in a hard wired system.

A commercial transport equipped with the ground surveillance system ofthe subject invention may not always be located at a port or terminalequipped with a ground security system. In the preferred embodiment ofthe invention, the on-board system is self-contained and can operate ona stand-alone basis at sites where compatible comprehensive electronicground security is not available. In those sites with a compatibleground surveillance system, the on-board system communicates with thesite-based system to provide information to airport ground personnel andsecurity personnel. The system of the present invention also lends wellto a deployable surveillance device carried by the transport, which canbe deployed at unequipped sites to permit off-craft monitoring while thecommercial transport is at the port or terminal. The system can bepositioned at a strategic location within the site whenever thecommercial transport is unattended to permit monitoring of thecommercial transport from a remote location. The deployable device isthen retrieved and stowed in the commercial transport when thecommercial transport departs from the site.

In the preferred embodiment, the system will transmit any detectedinformation to a monitor system located at a ground control securitystation, typically located somewhere within the terminal, tower and/orsafety sites such as security stations and fire stations. Detection ofactivity or fire can sound local and/or remote alarms and/or dialemergency numbers. The data may also be recorded on the standardrecorders provided onboard the commercial transport and/or on groundbased recorders of conventional type, digital type or a computer basedlogging system. The security station has instant live access to all ofthe image and/or audio signals as they are captured by the sensors, andwhere used, the commercial transport recorder will make an historicrecord of the images for archive purposes. Where random access recordingtechniques are used, such as, by way of example, digital random accessmemory storage devices, the information by be readily searched forstored information.

If unauthorized personnel breaches the security area and the audioand/or video equipment is activated, signals will be immediatelytransmitted to the security station. This will give immediate access toinformation identifying the activity and the personnel involved.Further, in the preferred embodiment of the invention, an alarm systemwill be activated for securing the immediate area and taking countermeasures to tighten security such as remote operation of lights anddoors, and respond to a breach of same.

In the one embodiment, information from the plurality of sensors on thetransport is synchronized through an on board capture/multiplexingsystem whereby the plurality of data, including visual image data, maybe displayed, recorded, and/or transmitted in either a split screen orserial fashion. A “time-stamp” or chronology signal may also beincorporated in the data scheme. Any signal which is capable of beingcaptured and stored may be monitored in this manner. Utilizing thewireless system of the invention in combination with the battery back-uppower supply, it is possible to continue collecting information withoutusing ground power or commercial transport power. This assures that thesystem will operate even if power is disrupted for any reason such as,by way of example, tampering by unauthorized personnel or by fire. Inits simplest form, only triggered (activated) sensors are active, i.e.,an activity at the site causes a triggering effect and activates thesensor, and only the signals generated thereby are transmitted to thesecurity station. In such a system, multiplexing of continuous signalsis not nearly as critical. The “time-stamp” is particularly useful as anaid in reconstructing the events in a “post-event” investigation.

In the one embodiment, the system includes a plurality of strategicallylocated video image sensors and/or audio sensors, each sensor adaptedfor transmitting the signals to a multiplexer for distributing thesignals to monitors and/or archival recorders. The data multiplexercombines all of the signals from the various detector circuits toprovide a data stream suitable for transmission over the wirelesssystem.

The LAN transceiver is the interface into the LAN. The LAN transceivercan accept software downloads from various system elements to enable themulti-media sensor system to be maintained or upgraded to perform otherfunctions. Other sensors may also be incorporated in the system, such asmotion sensors, smoke and/or fire sensors and the like. The system isconfigured for selectively transmitting all of the data on a “real-time”or “near real-time” basis, i.e., the data is delivered with only delaysfor processing time such as compression/decompression, multiplexing andthe like. The system is also adapted to provide the monitors access toserial, synchronized full screen view of each of the cameras, insequential viewing, or alternatively to provide split screen ormulti-monitor viewing of a plurality of cameras. The system may behardwired or wireless transmission may be utilized to further minimizethe possibility of a malfunction at the onset of a catastrophicoccurrence and to make the system more tamper resistant.

Shock and vibration detectors may also be included both on board, atfixed locations on the ground and in the portable or mobile units. Forexample, if a personal unit is dropped, an alarm would be generated.Smoke and heat detectors may also be incorporated to monitor the safetyof the environment of personnel.

It is a primary object and feature of the subject invention to providefor the monitoring and surveillance of an area and/or asset and collectevent data relative to the area and/or asset for prioritizing the dataand dispatching an automated appropriate response.

It is another object of the subject invention to provide the method andapparatus for a comprehensive, multi-media, wireless surveillance andmonitoring system for monitoring and tracking a commercial transportvehicle while in port or while in route.

It is a further object and feature of this invention to provide acomprehensive surveillance and monitoring system supported by a wirelesstransmission system whereby communication of all data including livevideo and/or audio transmissions can transmitted between the transport,ground or base stations, remote sensor systems, remote or mobilemonitoring systems and other transports.

It is also an object and feature of this invention to monitor thelocation and types of personnel and support assets available and todistribute collected event information to the appropriate parties.

It is a further object and feature of this invention to establish andalert appropriate assets and personnel for response to an event detectedas occurring at a monitored area and/or asset.

It is another object and feature of this invention to provide trackingcapability to assure that a transport stays in an assigned zone whileeither in route or in the port or terminal.

It is a further object and feature of this invention to providecommunication capability for monitoring and/or responding to supplyneeds on board the transport in order to permit support personnel toexpedite response and/or re-supply when the transport arrives in port.

It is also an object and feature of this invention to provide formonitoring of situational conditions of and surrounding the transportboth while in port and while in route.

It is yet another object and feature of this invention to provide meansfor archiving performance parameters for later recall in order to reviewperformance and/or reconstruct events.

It is an additional object and feature of this invention to provide aground surveillance and security system for detecting the breach ofcommercial transport security while the commercial transport is on theground or in a port or terminal and is unattended.

It is another object and feature of the subject invention to identifythat a commercial transport is on the ground and needs to be monitoredfor tracking its exact location, and its orientation on the ramp.

It is also an object and feature of the subject invention to provide asecurity system, which is integral with the commercial transport forproviding ground security.

It is a further object and feature of the subject invention to providecommunications between the commercial transport and a ground securitystation to assure commercial transport security while the commercialtransport is parked or unattended.

It is another object and feature of the subject invention to provide acomprehensive, multimedia data generating, collecting, displaying,transmitting, receiving and/or storage safety and/or surveillance schemefor commercial transport.

It is also an object and feature of the subject invention to provide anon ground security system which incorporates the in-flight surveillancesystem in order to minimize the number of additional components requiredto implement the system.

It is also an object and feature of the subject invention to storevideo, images, audio and/or transducer data on the commercial transportbeing protected and/or at the ground security station.

It is yet another object and feature of the subject invention to provideapparatus for permitting ground and/or base personnel to receive video,images, audio information and/or data relating to critical componentsand areas of a commercial transport and operational data such asdispatch information.

It is still another object and feature of the invention to permit themonitoring, storing and retrieval of any of a variety of video, images,audio signals and/or performance data by the tracking, surveillanceand/or imaging equipment on board the commercial transport.

Other objects and features of the subject invention will be readilyapparent from the accompanying drawings and detailed description of thepreferred embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flow diagram of an event triggered automatic response systemin accordance with the subject invention.

FIG. 2 is a flow diagram of a poll asset and update status sequence flowdiagram in accordance with the subject invention.

FIG. 3 is a flow diagram showing the process followed for updating a mapsystem incorporating the data generated by the methods of the subjectinvention.

FIG. 4 is process update sequence diagram for mapping the occurrence ofand response to an event.

FIG. 5 is an event closing mapping sequence.

FIG. 6 is a diagrammatic illustration of the selection processtechniques for identifying and alerting personnel upon the occurrenceand detection of an event requiring response.

FIG. 7 is a basic diagram of the ground based security and surveillancesystem of the subject invention.

FIGS. 8 a and 8 b are diagrams of a simplified, basic camera/transmitterto base station system utilizing an a conventional wireless transmissionsystem between transport and the base station, and adapted forconverting generally incompatible systems in order to make the system ofthe subject invention of universal application.

FIGS. 9 a and 9 b are diagrams of a simplified, basic camera to basestation utilizing a digital wireless transmission system such as, by wayof example, a digital radio, wireless digital LAN or other wirelesscommunication system.

FIGS. 10 a and 10 b are diagrams of an expanded system similar to FIG. 9b, but showing use of an on-board hardwired system and on-board wirelesssystem, respectively.

FIG. 11 is a perspective view of a multimedia camera tracking system foruse in connection with the subject invention.

FIG. 12 is an expanded system incorporating the teachings of FIG. 7,including a remote mobile security unit and utilizing a wireless networksuch as a wide area network (WAN) or a local area network (LAN) as thesignal transmitting and receiving system applied to the mobilecomponents of the system.

FIG. 13 is an illustration of an aircraft as an exemplary commercialtransport and shows the incorporation of on board systems with thecomprehensive tracking and monitoring system of the subject invention.

FIG. 14 shows a typical ground based system.

FIG. 15 is an expansion of the system shown in FIG. 9, utilizing aremote receiver and monitor station in combination with hardwired groundcomponents, wireless ground components and an aircraft system interface.

FIG. 16 is a simplified diagrammatic illustration of a wireless LAN orWAN networked system illustrating the versatility of informationtransmission and monitoring capabilities.

FIG. 17 is a diagrammatic illustration of the system being used in ataxi protection and/or tracking mode.

FIGS. 18 a, 18 b and 18 c are illustrations of various systemconfigurations for a wireless local area network (LAN) system.

FIG. 19 is a detailed diagram of the onboard surveillance system for usein connection with transport two-way radio and/or the wireless LANsystem of FIGS. 15 a, 15 b and 15 c.

FIG. 20 is an integrated sensor/wireless LAN subsystem using DSPtechnology.

FIG. 21 is a diagrammatic illustration of the positioning of trackingsensors on the ramp, particularly well-suited for tracking assetswithout internal positional or tracking sensors.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It will be readily understood that the various components and featuresof the subject invention can be utilized in connection with a tracking,security and/or surveillance system for any of a variety ofapplications. For purposes of brevity, the features of the invention aredescribed in detail herein as applied to commercial aircraft. This isprimarily because it is assumed that aircraft systems are likely toincorporate the most complex and comprehensive surveillance systems ofthe subject invention due to the importance of securing this commercialtransport while on the ground and both the importance and complexity ofmonitoring and tracking same while in port or in route. The system maybe scaled up or scaled down depending upon application. For example,land vehicles such as railroad rolling stock or over the road trucks mayneed only door sensors, motion sensors and brake monitors, whereasaircraft, as described, will require a substantially more comprehensivesystem in order to provide adequate surveillance. Where the system isemployed to secure an area such as a public square, an arena or thelike, it is recognized that on-board systems are not employed and thatthe geographic location is fixed. In the embodiment for aircraft asdescribed in detail herein, the comprehensive surveillance systemutilizes the on-board aircraft system in combination with a ground-basedwireless system. The wireless configuration can also be applied to thesensors on board the aircraft using the same architecture as describedhere for the ground based portion of the system. That is, the on boardelements may be hardwired, may communicate through wireless radio, ormay utilize wireless LAN as herein described, or a combination. The LANradio provides a wireless LAN connection to other system elements. Thisis a well-know but evolving technology that allows high bandwidthwireless data transmission between multiple devices. Several differenttechniques are available from a variety of manufacturers, includingRaytheon Systems Corporation, the assignee of the subject invention.Many of these techniques may be utilized in the subject invention.

The comprehensive system includes various condition sensors, motion andaudio detectors, video cameras, light detectors, sound detectors,contact switches, temperature detectors and control systems forcontrolling light, and sound transmissions to the aircraft. Atemperature and/or humidity detector may be used for general monitoringfunctions such as predicting the icing of the wings in winterconditions, or for fire alarm functions. The temperature detector may beany known form for temperature transducer, such as a PTC, NTC,thermistor, or semiconductor element. More advanced semiconductorelements may be used, such as integrated circuit types that may includeintegral temperature and/or humidity sensors, references, analog/digitalconvertors, protocol engines and serial driver. Further, integratedcircuits can incorporate on-board digital radio elements such as DSPbased radios to be completely integrated self-contained chips. Thetemperature analog/digital convertor adapts the ambient temperature ofthe environment into a digital data stream. This digitizer runs atsuitable rates for continuous temperature monitoring. A signal processorcan be used to provide correction to the temperature and/or humidityelements, such as processing out non-linear characteristics of thesensors. It can also be used to look for profiles such as rapidly risingtemperature/humidity conditions that may indicate a fire or open door orother security breach. Detection of such an event would trigger aspecified unique alarm condition to be transmitted back to otherelements of the system.

One of the most significant factors in determining the overallcomplexity of the system is the cost associated with the various sensorcomponents. For example, in certain applications it may be desirable toadd a humidity detector or a carbon monoxide detector. A digital cameramay be used, or an analog camera may be used in combination with ananalog to digital convertor, or digital with internal digitizationcircuits, or digital compressed with an internal analog to digitalconvertor and a motion video compressor. In the preferred embodiment,the camera runs at full-motion rates. However, it will be readilyunderstood that the camera can run at lesser rates for still frame orstep video applications. In all cases, accurate information can besupplied on a “real-time” basis, i.e., the information can betransmitted, received and acted upon by man or machine in a timelyfashion, sometimes with slight delays, to permit adequate response to anevent. The video analog/digital convertor is functional to adapt theanalog light modulated signal representing the video scene into adigital data stream. This digitizer can run at “real-time” rates forprocessing full motion video, or could operate at lesser rates for stillframe or step video applications. The signal processor/motion videocompressor is flexible and will provide various functions depending uponapplication. For example, the video processor/compressor subsystem canbe programmed to perform functions such as motion detection in severalwell-known manners and methods. Several techniques are utilized toaccomplish motion detection, but the most general method involvescapturing repeated video frames and comparing differences in thoserepeated frames over time. Other techniques such as edge analysis, whichlooks for specific characteristics in the image, and the changes in suchcharacteristics, may also be used. The processor/compressor subsystemcan also be used to image process the video for purposes of contrastenhancement, dynamic range improvement, noise reduction and/or otherwell-known video processing methods, or other circuitry so configured toperform the processing by well-known techniques. When the videoprocessor/compressor is used for motion detection, any detection willgenerate a specified unique “alarm condition” to be transmitted to otherelements of the system.

FIG. 1 is a flow chart of the information collection and distributionprovided by the system of the subject invention. The subject inventionprovides the method and apparatus for monitoring a location such as anasset, per se, for example a commercial transport such as aircraft 10(see FIG. 6) or a strategic area such as a taxiway (see FIG. 21) for theoccurrence of an event and collecting information relating to the event.The information is then prioritized and dispatched to various receivingunits for initiating an appropriate response based on the prioritizationcriteria. As specifically shown in FIG. 6, strategic sensors such ascameras 210 a and 210 b are positioned in predetermined ground basedlocations, with a geographic location identifier. Additional sensorssuch as sensor 200 may be placed on board the aircraft 10. This may bean integral on board sensor system such as that disclosed in myaforementioned copending applications and prior patents. This sensor mayalso include a geographic location transmitter such as a GPS signalgenerator. With specific reference to FIG. 1, the system of the subjectinvention is responsive to an event monitored and detected by thevarious sensors, as indicated at 800 to transmit the event message at802 to the central system or system wide, as indicated at 804. In thepreferred embodiment the event is assigned an event identifier or numberand logged for archival purposes, as indicated at 806. The message isthen decoded at 808, to identify the location and time of the event, aswell as the type of event based on the sensor signal. The event signalis then distributed over the network based on the required appropriateresponse, the location of personnel and the location of responseequipment. For example, turning again to FIG. 6, is the event isindicated to be a fire, the closest personnel 218 b may be alerted aswell as the closest fire response vehicle 352 c. The type of event andthe pre-programmed response will generate the appropriate distributionsignal from the decoding and control system indicated at 808. Forexample, personnel 218 b (FIG. 6) may send out a signal for additionalor backup personnel. This will alert appropriate personnel, as indicatedat 810. Different priorities will be established and different methodsof distribution will be generated for different types of events, suchas, by way of example, a fire 812, unauthorized entry or intrusion ofthe area or the asset 814, an acoustic event such as an explosion orgunfire 816, a medical emergency 818, an environmental event 820 and thelike. Response messages such as arrival at event location 822, orspecific textual input by personnel 824 or other service and systeminformation may also be distributed to and responses generated by thesystem through the central system decoding computer as indicated at 808.This system permits prioritization of the data based on the source ofthe data, the location of the event and the type of personnel respondingto the data as well as specific response information.

The system may also be programmed to periodically poll the varioussensor system to routinely check the status of the system and the assetsunder its supervision, as better illustrated in FIG. 2. The start assetupdate function 830 may be an automatic sequence or may be manuallyinitiated. With the first step being to define the asset N to bemonitored during the sequence, as at 832. As shown at function block834, the system is set to poll the various assets in sequential orprogrammed order. Once the asset is selected at 834, the poll istransmitted to the asset at 836 and the system is set to wait for andreceive the response see 838 and 840, respectively. The poll includesall of the strategic ground based sensor systems as well as the onboardsystems. The polled information is the stored in an archive file forproviding a periodic log of the status and location of the asset at anytime during its presence in the supervised zones, see 842. Where aresponse is required, the is stored as indicated at 846. As each assetpoll is completed, the system is sequenced at 848 to poll the nextasset.

The following table illustrates a typical asset status poll and tablefor monitoring a plurality of assets such as those shown in FIG. 6 todetermine the location, last time polled, and status of each asset,including personnel, support and response vehicles and commercialtransports in the supervised zones.

ASSET STATUS TABLE Assoc. Table Asset # Asset Type Status Lati tidedLongitude Last Update Owner Flight 1 001 Security Dispatched 29.533300−98.457359 22:05:01 Airport Police Cruiser 2 004 Security Idle 29.530379−98.472465 2:05:10 Airport Police Officer 3 007 Fire Truck Idle29.536475 −98.478815 22:05:11 Airport Fire 4 010 Security Idle 29.542317−98.482099 22:05:14 City Police Cruiser 5 020 Baggage Idle 29.531014−98.472611 22:05:15 American Air AA 1416 Train 6 021 Fuel Truck idle29.530887 −98.479544 22:05: t 8 Texaco AA 1416 7 026 Aircraft 41 Taxing29.536475 −98.454513 22:05:19 American Air SWA 32 8 030 Fire TruckDispatched 29.53565 −98.460570 22:05:22 Airport Fire 9 035 Fuel TruckDispatched 29.530062 −98.471517 22:05:25 SWA 32 10 041 Security Idle29.529808 −98.474874 22:05:27 Officer 11 047 Baggage Dispatched29.531459 −98.473633 22:05:28 AA 1416 Train 12 055 Security Idle29.5296131 −98.471882 22:05:31 Officer 13 060 Aircraft 92 Parked29.531713 −98.473268 22:05:34 AA 1416As indicated, the asset type is defined, with current status, currentlocation and responsible party. If the asset is associated with aparticular scheduled event such as the arrival of a flight, this is alsoindicated.

FIG. 3 is an example of one type of response using the system of FIG. 1.In this example, the distribution of information relating to a “backuprequest” response 810 (FIG. 1) is demonstrated. It will be understoodthat customized responses will be generated for each of the variousevent signals in accordance with the teachings of the subject invention.Using the “backup request” as an example, it is assumed that personnel218 b (FIG. 6) has approached the aircraft 10 and immediately signalsfor a backup, activating function 810. The backup signal is thenprocessed at 850, and the various available assets are polled using theprocess shown in FIG. 2, and as indicated at 852. A distance calculationdetermining the assets in closest proximity is first calculated, asindicated by function blocks 854, 856 and 858, using the sequence setforth in FIG. 2. The available assets are then sorted by distance fromthe event, see 860. Using the information created and stored in theAsset Table, the appropriate assets are then dispatched depending on theevent signal, see block 862. In the case of a “backup request”additional personnel will be sent such as the nearest police squad car208 a and personnel 218 a (see FIG. 6), by transmitting the request tothe appropriate assets as at 864. In the preferred embodiment of theinvention, a map and route information is also sent to the respondingunits, see 866. The information is logged and archived in the system,see 868 and transmitted to control centers as indicated at 870 (see FIG.6). If the first selected response asset is otherwise occupied, i.e., isnot available to respond, see 872, the next most appropriate asset isselected at 874 and dispatched via the sequence starting at 862. If noassets are available, a signal is generated as indicated at 876.

The event mapping function is demonstrated in FIG. 4, and the eventclosing mapping function is demonstrated in FIG. 5, respectively.Turning first to FIG. 4, the process event update sequence 880 b isinitiated when an event occurs. If the event is a fire as indicated inFIG. 6, an appropriate icon for indicating a fire is selected at 882 andthe position is determined based on the location data as indicated atfunction 884. The icon is then place on the system map as indicated at886, with appropriate information attached, see 888. This allows allpersonnel and assets, as well as control centers to monitor thelocation, response and handling of the event during its life cycle. Themapping function continually updates this and other events by the returnloop indicated at 889.

It is an important feature of the system of the subject invention thatnot only events are detected, mapped and monitored, but the presence,type and availability of assets to handle the event are also monitoredand managed. Thus, movement and deployment of assets are also treated asevents.

Once an event is closed, e.g. the fire of FIG. 6 is extinguished, themap is updated to indicate that the response is completed and the eventis handled. The process event closing sequence 890 is shown in FIG. 5.Once an event is closed, the closing map update sequence 890 isinitiated and the response information is retrieved at 892 and the eventicon is retrieved (or removed from the map) as indicated at 894, withthe map being refreshed to its pre-event condition at 896. The returnloop is indicated at 898.

All events can be monitored and the response managed using the system ofthe present invention, whether the event is a catastrophic occurrencesuch as the fire of FIG. 6 or it is just a routine event such as theservicing of an aircraft, with assets being deployed in the mostefficient and responsive manner. Time events may also be monitored inthis manner, with icons appearing as programmed.

FIG. 6 is an expanded illustration demonstrating the calculation andsignaling of appropriate personnel and equipment to the site of an eventrequiring emergency response. By way of example, assume the trackingcameras 210 a and 210 b provided a visual signal indicating smoke attransport 10. At the same time, the on-board fire and smoke detectorswould transmit a signal to the ground based transceiver 212 via thewireless LAN. In addition, the precise location of the transport will beknown because of the location signal generated by the transport GPSsensor 200 which is also transmitted over the LAN. The receipt of thesevarious signal will activate several actions. First, all of thisinformation will be transmitted to the ground control tower 216 and tothe operations control center 220. The airport fire station 226 will bealerted to the indication of a fire and smoke event and the securitycenter 222 and maintenance center 224 will receive appropriateinformation. The automated dispatch computer center 225 will monitor thelocation signal provided by the transport, as well as the locationsignal of on ground personnel 218 a–218 c, response vehicles 208 a–208 cand fire support vehicles 352 a–c. By monitoring the type of event thathas occurred and both the type and location of available personnel andequipment, the dispatch center can alert and initiate the most efficientappropriate response. The location signals provide sufficientinformation for the computer system 225 to determine by well-knownmethods, which asset is closest. For example, ground personnel 218 b isclosest and would receive the first response signal. If a responsevehicle was programmed to respond, vehicle 208 a would be first alerted.Likewise, the closest fire truck is truck 352 c, which would be thefirst alerted. As back-up is needed, each of the ground support assetshave the capability of signaling for additional support directly back tothe dispatch computer. The computer can then select the next closestappropriate asset. The system of the present invention provides acomprehensive, efficient method of collecting, distributing and reactingto critical information to maximize the response of appropriatefunctional vehicles and personnel on a real time basis while assuringthat assignments are prioritized as set by operational personnel. Thisgreatly increases both the timing and the effectiveness of response tocritical events.

FIG. 7 is an illustration of a basic ground based security andsurveillance system for aircraft. The aircraft 10, 10 a, 10 b . . . 10 nwill be within the view of video sensors or cameras 210, 210 a . . . nwhen on the airport ramp. The video processor/compressor can also beused to perform still image compression to reduce the amount of datarequired to be transmitted over the network. This can be accomplished byusing any suitable image compression algorithm, such as the industrystandard JPEG algorithm, wavelet compression, DjVu from AT&T, or othertechniques. For full motion video surveillance applications, thecompressor 406 may be used to provide bandwidth reduction motion videotransmissions. In this application, the amount of data representing afull motion video stream would be reduced by using full motion videocompression techniques such as Motion JPEG compression, MPEGcompression, motion wavelet compression, or other techniques. Thisallows better bandwidth utilization of the wireless and wiredcommunications channel used by the system.

The aircraft will transmit various identification signals, such as tailnumber, GPS location and the like, as indicated at 12, 12 a . . . n, toa ground based receiver 14. The camera 210, 210 a . . . n will alsotransmit video signals to the receiver 14, as indicated at 15, 15 a . .. n. The location of the cameras will be fixed, but may be eitherpermanent locations or “drop and place” movable units dispatched asneeded, based on changing security situations. It is also possible thatportable cameras will be transported by the aircraft then deployed onthe ground, permitting ground surveillance in those airports where apermanent ground security system is not installed. The GPS coordinatesof ground based cameras will be stored at the ground or base securitystation 18, or as preferred in the case of drop and place units, will besensed by on-board GPS receivers and transmitted to the base station.The received videos from cameras may be converted by optional convertor16 as required and transmitted to the monitor of the ground basedsecurity station 18. The convertor is used to provide compatibilitybetween the transport's format and the ground system format. Forexample, for analog transmission an aircraft may transmit analog NTSCvideo in the United States and PAL in England. Digital transmission maybe accomplished by placing the convertors at each camera transmittingunit (see FIG. 9) thereby supporting digital data transmission forpermitting transmission by the preferred wireless digital system, suchas a LAN or W-LAN.

By monitoring the identification information from each aircraft, thetransmitted video format from the various cameras can be matched to aspecific aircraft. The signal is displayed on a monitor at station 18where it can be viewed and monitored for surveillance and securitypurposes. In the event of a breach of security, security personnel maybe readily dispatched to the correct aircraft using the GPS locationsignal to define an accurate position of the aircraft. As will bedescribed, the security signals generated by the system of the subjectinvention may also be logged and inventoried for later play back, whichis particularly useful for reconstruction of events. It will be readilyunderstood that the ground components of the system may be hardwired, orother forms of wireless communication, such as, by way of example, awireless local area network (LAN) could be utilized using radiofrequency or optical communications methods, as will be readilyunderstood by those who are skilled in the art. The system can also bemodified to transmit signals from the ground-based station 18 to thevarious ground sensors and aircraft sensor systems. For example, acamera 210 can receive and respond to remote positioning and zoomingsignals. Audio warning and activation signals may be sent to the cameralocations and to the aircraft to activate audio commands, sirens, lightsand the like, which are integral to the system.

FIGS. 8 a and 8 b show two different schemes permitting transmission ofmonitor system data from a transport 10 to a base station monitor 18using a wireless transmission scheme as indicated at 12. In FIG. 8 a,the camera or sensor (for example camera 29) produces a signal which istransmitted as generated by the aircraft transmitter 76 to the basesystem receiver 14 and then converted at the base system by formatconvertor 400 for processing or viewing at the base station in itsnative format. Where desired, the convertor may be at the sensor site asindicated in FIG. 8 b. Of course, depending on the various systems beingutilized, multiple conversion steps may be utilized. Format conversioncapability is required in order to make the system global in nature. Forexample, the format of each aircraft is often dependent on the countryof origin. The United States and Japan generally use an NTSC cameraformat. France and Russia use SECAM. The United Kingdom typically usesPAL. It is important that the ground or base station be able torecognize and convert any of these formats to a suitable format forprocessing by the base. Compatibility with multiple, yet different,systems can be automatically accomplished. Instant protocol detectionand conversion is shown and described in my copending application Ser.No. 08/816,399, filed on Mar. 14, 1997, entitled: “Instant ProtocolSelection Scheme for Electronic Data Transmission via a DistributiveNetwork”.

FIGS. 9 a and 9 b show a basic wireless digital system. As shown in FIG.9 a, the transport 10 includes a sensor such as the analog camera 29producing an analog video signal which is converted to a digital signalat convertor 510 and compress at digital compressor 512 for transmissionvia the wireless transmitter 76 via a digital wireless network 12. TheReceiver 14 collects the signal, decompresses it at decompressor 520 forinput to the base station monitor 18. The system of FIG. 9 bincorporates two-way communication with the basic digital system of FIG.9 a. In this embodiment the transmitter 76 is replaced with a digitaltransceiver 576 in the transport and the base station receiver 14 isreplaced with a digital transceiver 576. This permits command datagenerated at the input device 501, such as, by way of example, akeyboard or mouse or joystick, to be encoded at encoder 502 andtransmitted to the transport via transceivers 514 and 576. The on-boardcontrol decoder 503 then transmits the command or control signal to thedevice, such as, by way of example, tilt and pan control as indicated at504 to camera 210.

FIGS. 10 a and 10 b are expansions of the system shown in FIG. 9 b,adapted for use in connection with a ground-based wireless LAN 512 or asatellite based wireless LAN 612. In FIG. 10 a, the on-board wirelessLAN transceiver 576 is connected to a hardwired on-board system such asthe wired LAN network 590. Preferably, the on-board sensors would beactivated by the base unit on an “on-call” or a programmed intermittentbasis to conserve power. The various sensor systems such as camera 210are connected via a LAN interface 581. The base station transceiver 514is connected to the base station LAN 530, through which the base stationworkstation 18 and input devices 501 are connected. In the embodiment ofFIG. 10 b, the onboard network is also wireless, such as the on-boardLAN 592. In this embodiment, a local wireless LAN transceiver 578 isused to send and receive signals between the various components such ascamera 210 via a local (device dedicated) wireless LAN transceiver 580.Of course, it will be understood that the base station LAN 530 can alsobe wired or wireless as a matter of choice.

FIG. 11 is a perspective view of a preferred embodiment of a groundbased tracking camera sensor 210. In the preferred embodiment, thecameras are adapted to respond to several different types of controlsignals, including but not limited to:

X-axis position control as indicated by X-axis servomotor 50;

Y-axis position control as indicated by Y-axis servomotor 54;

Lens zoom control as indicated by motorized zoom lens 58; and

Iris control as indicated by iris controller. (The iris may also beautomated).

As shown in FIG. 11, the camera system includes a base or mountingbracket 56 for mounting the system at location. The system body 52 ismounted on a tilt mount 54 (y-axis) and pan mount 50 (x-axis),permitting panning (x direction) and tilting (y direction) of the camerafor scanning a wide area. A motorized zoom lens 58 is provided (zdirection). The preferred embodiment of the system also includes anaudio sensor such as directional microphone 60. The audio sensor may bean acoustic transducer, such as a microphone, that collects audioinformation from the surrounding area. The collected audio can beprocessed to detect potential emergency conditions such as a gunshot oran explosion, or can be routed directly back to the monitoring station.Using the sensors of the subject invention, locational origin of anexplosion or a gunshot or the like can be triangulated from multiplesensors and the positional origin can be calculated and displayed onmaps as an overlay for assisting in pursuit of a perpetrator. Thecalculated origin can also be correlated by computer to the nearestappropriate emergency assets, base upon their known positions, and thoseassets may be automatically dispatched. The audio analog/digitalconvertor adapts the acoustic signal representing the audio environmentinto a digital data stream. The digitizer runs at real-time rates forreal-time audio monitoring. The audio signal processor/compressor hastwo functions. It is programmed to perform detection in a number ofdifferent manners. For example, the processor algorithms can be adjustedto detect impulse noises such as gunshot or a small explosion. Detectionof such an event would trigger a specified unique “alarm” for thatcondition to be transmitted back to other elements of the system. Othertypes of detection are also possible. By using frequency analysistransforms and signature profiles, noises from engines, door openings orother distinctive noises could be detected when warranted by thesituation or condition. For audio surveillance applications, thecompressor can also be used to provide bandwidth reduction for audiotransmission. In this application, the amount of data representing areal-time audio stream would be reduced by using audio compressiontechniques such as LPC-10, or other well-known or proprietaryalgorithms. This allows better bandwidth utilization of the wireless andwired communications channels used by the system.

Illumination means such as the infrared illuminator 62 permitssurveillance during low light no light conditions, without detection byunauthorized personnel. A visual light/strobe light 63 can be turned onby locally detected events, by control signal, or by other systemelements such as detection by a companion sensor unit signaling over theLAN. This light can illuminate an area of concern, attract attention ofsecurity personnel as a signal, or scare away unauthorized personnel orintruders.

An integrated GPS receiver 64 is provided for generating locationinformation. This is particularly useful for “drop-and-place” sensors asopposed to permanent sensors. Other features such as a laser rangefinder 66 that can measure distance to objects/personnel may beincorporated to further expand and enhance the capability of each sensorcomponent. The camera system shown has full 360 degree field of viewcapability which may be controlled manually by remote control signals,may be programmed to pan the area on a time sequence, may track a movingtransport using GPS signals from the transport or by using imageprocessing “tracking software” processing the camera image, or may beresponsive to and activated by an event occurrence such as from sensorsdistributed throughout the ramp areas, reporting activity over the LAN,in the well known manner. The range finder 66 permits the trackingsystem to locate objects in a precise manner and then provide controlsignals to permit accurate surveillance and monitoring of same, such aszooming the camera or positioning of other sensor elements. An onboarddual GPS systems on the aircraft, with one GPS at the tail and one atthe nose, used in conjunction with the GPS system 64 permits the systemto determine size, heading and distance to the aircraft being monitored,providing accurate location information and permitting the camera toautomatically adjust to monitor the entire aircraft within its range.This permits the selection of the correct camera when multiple camerasare available and permits a wide range of viewing possibilities by beingable to determine what portion, if not all, of the aircraft is to bemonitored at any given time. In those instances where the aircraft isequipped with a single GPS system, much of this versatility ispreserved. However, it will be understood that aircraft size then wouldhave to be determined from the aircraft type or by optical means. Whenthe transport is not equipped with the GPS system, the other sensorssuch as the range finder/tracking camera or ground level sensors wouldprovide data for cameral selection and updating of electronicsituational maps. Each sensor and/or camera may incorporate a motionsensor and/or an audio sensor activation device so that the system maybe activated when a sound or a motion occurs within the sensor range.The motion detector may comprise any transducer unit that can detect thepresence of an intruder and can be a device such as an infrared motiondetector, a thermal sensor, an ultrasonic detector, a microwavedetector, or any hybrid of two or more of these detectors “fused”together to gain better sensitivity and/or improved detection accuracy.A motion detector convertor may be incorporated to convert the signalfrom either a single motion detector sensor or a battery of sensors todigital form for processing and/or transmission to other systemelements. Multiple elements may be contained within a single sensorsystem package, or may be fused for multiple sensors in geographicallydistributed elements with data to be fused being transmitted over theLAN. The motion detector signal processor is adapted for analyzing thesensor data streams from one or more sensors to provide for bettersensitivity or improved detection accuracy. Well-known techniques may beimplemented to process the transducer data and detect surges over theset thresholds that represent detection. The processor/compressor canalso be configured to accept input from multiple sensors and process theinputs in a “fused” manner. For example, signals form an infrareddetector and ultrasonic detector may be “added” together, then thresholddetection performed. This ensures that both an optical and an acousticreturn are detected before an alarm condition is broadcast. These andother more sophisticated well known techniques can be used together togain better sensitivity and/or improved detection accuracy. Detection ofsuch an even would trigger a specified, unique alarm condition to betransmitted back to the other elements of the system.

Typically, the sensors will “sense” the presence of unauthorizedactivity and activate recording from the various audio and/or videoequipment and activate alarms. This will initiate the generation of asignal at each of the activated units. The generated signals will thenbe transmitted to the monitoring and recording equipment, as described,to permit both real-time surveillance and recordation of activity at thesite. Motion detection may also be determined using video time/changetechniques in the well-known manner.

FIG. 12 is an expansion and further refinement of the system of FIG. 7and is a diagrammatic illustration of the system of the subjectinvention as configured for a wireless local area network (LAN). In thepreferred embodiment the aircraft 10 will include a comprehensivein-flight security system, as better shown in FIG. 13, which is cutawaydiagram of a typical commercial airline fuselage 10, with the cargo hold12, the passenger cabins 15, 16 and the flight deck or cockpit 21partially visible and a plurality of sensors 19 a–n. A more detaileddescription of this onboard system is shown and described in myaforementioned U.S. Pat. No. 5,798,458 and copending application Ser.Nos. 08/729,139, and 08/745,536. In the subject invention, the currentlyavailable sensors may be utilized, without additional enhancements or anumber of additional sensors may be added. For example, groundsurveillance could be accomplished using only the on-board sensors onthe aircraft. In the example, a number of video image sensor devicessuch as, by way of example, analog video cameras, may be mounted insidethe skin of the aircraft and aimed through openings or windows providedin the fuselage to focus on critical components of the aircraft, such asthe landing gear cameras 20, 22, the wing engine camera 24 and the tailcamera 26. Similar devices or cameras may also be strategically placedthroughout the interior of the aircraft, such as the passenger cabincameras 28, 30, 32, 34, 36, 38, 40, the cargo bay cameras 42, 44, 50 and52, and the flight deck camera 46. The sensors 19 a–n may include smokeand fire detectors, motion detectors and audio sensors strategicallyplaced throughout the aircraft, both internal and external of thefuselage. The placement and number of devices is a matter of choicedepending upon the configuration of the aircraft and the level ofsurveillance desired. In the preferred embodiment the on-board aircraftsensor system is used in combination with the ground based system toprovide a comprehensive surveillance and security system of the aircraftwhile on the ground.

With specific reference to FIG. 12, in the preferred embodiment theaircraft 10 will also include a nose GPS sensor 200 and a tail GPSsensor 202. The dual GPS sensors permit redundancy, very accuratelocation and directional positioning of the grounded aircraft, as wellas providing information identifying the size of aircraft. An aircraftreference signal (such as tail number) country of origin, owner, and thelike, may be incorporated in the transmitted signal so that themonitoring station can identify the aircraft, its location and thesecurity condition thereof by monitoring the signal from that specificaircraft. In the wireless embodiment shown, the aircraft is equippedwith a wireless transceiver 204 for transmitting all of the collectedsignals from the sensors and cameras via the wireless networkrepresented by the wireless communication “cloud” 206. The wirelesssystem shown in FIG. 12 permits transmission not only to the groundcontrol tower and security, but expands the transmission of data to alllocations and stations which are part of the wireless system. Forexample, the signals may be transmitted to a patrolling ground securityvehicle 208, a portable monitoring station 218 and/or to the groundsecurity center via the wireless LAN transceiver 212. In addition,signals may be transmitted in either a send or receive mode from anyunit in the wireless system to any other unit therein. This isparticularly useful when trying to coordinate a response to an incidentin a quick response mode.

As shown in FIG. 12, permanent ground units may be hardwired in typicalwired LAN system configuration, with a single wireless LAN transceiver212 serving the permanent ground base portion of the system. Dependingon convenience of application, it will be readily understood that anycombination of wired or wireless component configurations can beutilized. For example, it the maintenance hangar 214 were a greatdistance from the ground surveillance center at tower 216 a wireless (RFor optical) LAN communication link may be preferred over a hard-wiredsystem. Use of the wireless LAN will also greatly facilitate theadaptation and retrofitting of airports not having ready cablingcapability or infrastructure.

The wireless LAN 206 or other wireless communication system provides aconnection between the aircraft 10, the fixed ground resources viatransceiver 212, mobile ground resources such as the security vehicle208, portable ground resources such as the portable ground securitystation 218 and various functional or operation centers such as thecontrol tower 216, the operations control center 220, the securitycenter 222, the maintenance center 224, the maintenance hangar 214 andthe airport fire station 226.

In the preferred embodiment, and as shown in FIG. 12, the portable (ordrop in place) camera/sensor/link device 210 (see FIG. 11 andaccompanying description) is adapted for providing any combination ofvideo surveillance, audio surveillance, motion detection, acousticdetection, sensor positioning capability and wireless link to othersystem elements. The security vehicle 208 is equipped with a sensorviewing capability as well as an alarm annunciator to alert theoperation for quick response. Typically, the transmission of an alarmsignal by the aircraft will trigger a link-up at the various monitoringunits and will interrupt routinely monitored signals. The alarm signalwill include aircraft identification and location data, as well as anindicator of the sensor triggering the initiation of the alarm signal.The alarm location may also be displayed on a “moving map” display, inthe well know manner. This permits a quick response team to focus on theincident causing the generation of the alarm signal. In the preferredembodiment of the invention, the alarm at the sensor location is adaptedto operate in either an audible or silent mode, depending on thesurveillance operation. For example, a warning signal may be broadcastat the location to scare off intruders who breach a restricted area or,in the alternative, the warning signal may only be transmitted andsounded at the base station and/or security vehicles alerting basepersonnel of a situational change at the monitored zone. Hand held orbelt mounted wireless LAN personal security assistants can also be used.These would allow personnel to have access to critical securityinformation while on foot patrol or making rounds, permitting almostimmediate response to activating conditions in their vicinity. Thiswould also allow the automatic signaling and dispatch of personnel basedupon their identity or based upon their GPS determined location.

The system wireless LAN transceiver 212 operates as the gateway to theground based, permanent, wired facilities. A router 228 is provided tobridge the various airport facilities (i.e. an intranet). The router isa typical industry type, as is well known to those skilled in the art,and may be installed in many configurations as required. Where desired,the system may be connected to remote nodes as well, through a wide areanetwork (WAN), permitting connection to FAA regional centers, airlinecorporate operations or aircraft manufacturer operations, for example.The router may be configured as needed with typical commercialtechniques, such as firewalls to protect access, protocol convertors,and encryption devices, as needed to direct secure or unsecuredinformation to the various ports, nodes and centers.

Where desired, only preselected alarm signals may be transmitted toselected centers. For example, any heat or smoke detection, fuel spilldetection or medical emergency would generate an alarm signal at thefire control center 226. The maintenance hangar may have access to fluidsensor data and stored maintenance requests and records. Thus the systemcan be configured in an information hierarchy format where only usefulinformation is forwarded to the various centers.

The use of the dual GPS receivers 200,202 on the aircraft 10 permits thereporting of the general location of the aircraft on the ramp duringtaxi when parked whether or not attended. The use of two GPS receiversprovides redundancy, better accuracy and orientation information for theaircraft by reporting two distinct position datum signals. It will bereadily understood by those skilled in the art that other positionsignal devices could be utilized such as, by way of example, a singleGPS receiver and a magnetic compass (which may have to be corrected forlocal magnetic fields or interference). By linking the position andorientation information to the ground based centers the location andorientation of the aircraft at all times it is on the ground theaircraft may be closely monitored. Such a system provides ground controltransmitting signals showing the location and movement of all aircraftwhile on the ground, in much the same manner the radar transpondersprovide air controllers with position and movement data while theaircraft is airborne. This is particularly desirable when the movementof aircraft is portrayed on a map display. Other ground vehicles such asfuel trucks, waste water trucks, baggage handling trains, securityvehicles and the like can also be tagged with GPS receivers and LANtransceivers for monitoring their position relative to the aircraft onthe ramp. An automated computer system can be operating in thebackground looking for potential collisions and generating alarmmessages if such a conditions is detected. Another automated computerfunction can track vehicles relating to their authorized areas and issuealarms if security is breached. Yet another function can track thepresence or absence of needed services, such as the timely appearance ofcatering trucks, fuel trucks, wastewater trucks, baggage trains and thelike after the arrival of a subject transport. If any of these requiredservices do not arrive at the transport within a prescribed time period,and “alarm” can be reported over the LAN to the missing servicesvehicle, and/or to the responsible operations center. This function canbe completely automated by a controlling computer system.

As shown in FIG. 14, in a typical installation, external sensors 210 a–gplaced on the ramp in the vicinity of the aircraft to monitor theexterior of the aircraft. For example, a plurality of video cameras 210a and 210 b may be placed along the exterior fence 300 of an airport. Inadditions, cameras may be placed in other strategic locations such asthe camera 210 c mounted on the terminal building 310 and the remotecameras 210 d–n mounted on base units 312 located strategicallythroughout the airport. When an aircraft 10 is parked on a surveyed areaof the airport ramp 314, the various cameras 210 a–n and or other groundbased sensors will provide a secure area for the aircraft. Any activitywithin the range of the cameras may be viewed and monitored.

The system of the subject invention is designed such that aircraftonboard sensors and ground-based sensors may be used in combination toprovide a comprehensive security system. The ground-based sensors may beused alone to provide basic ground security. The aircraft sensors may beused alone to provide some ground based security with a minimum ofmodification to existing hardware.

In the embodiments shown and described, a multi-media recorder isutilized to record the information for archival purposes. This can be aground based recorder or the aircraft “black box” recorder 58 (shown asinstalled in the tail section of the aircraft, see FIG. 13) may beutilized, in the same manner as the current data and voice black boxes(not shown).

Audio and video monitors are also provided at the base security stationto provide near real-time surveillance. The flight deck monitor andcontrol panel 54 is located on the control panel in the cockpit 21 willalso have access to this information. Other monitors may be providedwhere desired.

Turning now to FIG. 15, the system shown is adapted for wirelessinstallation using both onboard aircraft sensors and ground based remotesensors. The system shown relies on the standard on-board radio ofaircraft 10 to transfer all aircraft signals to the base stationreceiver 81 via antenna 81 a. In the alternative embodiment of FIG. 15,the ground-based cameras (camera 210 d) and a motion sensor 31 arehardwired as shown at 87 to a controller 85. The on-board signals areinput from the receiver via hard wire 89. Wireless ground based sensorssuch as the camera 210 a and the motion detector 31 a may be used incombination with the hardwired ground based cameras (see camera 210 d)or other hardwired sensors. This permits maximum flexibility of thesystem architecture. The wireless signals will be transmitted via adedicated sensor array transmitter/receiver 83 and antenna 83 a.

The controller 85 will feed the data signal to a split screen monitor93, where all video signals may be simultaneously monitored and/or to aplurality of distinct monitors 91 a–91 n. The split screen technologyand methodology is more fully described in my copending applicationentitled: Wireless Transducer Data Capture and Retrieval System forAircraft, Ser. No. 08/745,536, filed on Nov. 12, 1996, incorporatedherein for reference. It will be readily understood that as manymonitors and audio output devices as desired may be utilized, permittingsurveillance at various locations throughout the port. In the preferredembodiment all of the signals are stored in a recording system asindicated by the mass storage unit 95. This permits replay of thetransmitted signals for reconstruction of events and also providespermanent archive records where desired.

As shown in FIG. 16, the use of a wireless network provides maximumversatility in the transmission of information and the monitoring andprocessing capability provided by the system. As indicated in FIG. 16,the transport 10 both sends and receives information between the groundstation 18, as previously described and as indicated by the wirelessdata path A. The transport may also transmit and receive between thefixed sensor station(s) 20 as indicated by wireless data path C. Thefixed sensor station is also in direct communication with the groundstation as indicated by wireless data path D. It should be understoodthat permanent installations such as the ground station and the fixedsensor station could be hardwired with one another without departingfrom the scope and spirit of the invention. In addition, supportvehicles such as, by way of example, the baggage train 13 may beequipped with sensors such as location sensors and the data generated bythis sensor may be transmitted to the ground station via path B, themonitor station via path E and directly to the transport via path F. Theground station 18, monitor station 20 and transport 10 may alsocommunicate directly with the ground support vehicle 13. For example, ifthe ground support vehicle comes within a designated “keep-out” or notrespassing zone or is too close to the transport, a proximity sensor orcalculated from the GPS data may be utilized to activate and send awarning signal to the ground support vehicle. As indicated by wirelesspath G, sensor data may also be communicated between multiple transports10 and 10 a.

The comprehensive system of the subject invention not only providessurveillance of the aircraft while at the gate or while unattended, butalso provides taxi protection and monitoring. As shown in FIG. 17, whenall ground vehicles such as fuel truck 11 and baggage train 13 areoutfitted with GPS receivers as well as the aircraft 10, the locationand safe distance of each vehicle and the aircraft may be monitored.“Train” type vehicles may be outfitted with two or more UPS receivers torelay the length of the vehicle. Each car can have a separate module. Acomputerized map of the airport tarmac T, the taxiways P and runway Rcan be generated showing the position, direction and movement of eachvehicle and the aircraft. Predefined keep-out” zones “Z” may beestablished and an alarm may be sounded if the zones are breached. Also,prescribed areas for authorized vehicles may be established andmonitored. If a vehicle is outside the designated area, or breaches azone “Z”, an alarm condition will result. This can be prioritized as acautionary breach, a dangerous breach and so on, depending on proximityof the various vehicles and aircraft to one another. For example, if anaircraft 10 comes too close to a fuel truck 11, alarms in the aircraft,the fuel truck will be activated. In the situation advances to a dangerzone, a second alarm condition may alert ground or base personnel that abreach has occurred so the intervention may be initialized. Logging ofthe “safety” breaches can be made so that safety improvements ortraining may be implemented based on need.

A combination of ground sensors in a matrix on the airport ramp (seesensors 210 a–210 n in FIG. 14) will scan and monitor vehicles. If avehicle is detected that does not have a CPS identification authorizedfor that location and alarm condition will result. For example, if astray baggage train 13 entered the taxiway area, an alarm would soundindicating that the train 13 has entered an unauthorized area. Emergencyand security personnel may also be alerted and dispatched ifunauthorized or untagged (no GPS identifier) vehicles are present. Thisprotection scheme could be expanded to include personnel as well asvehicles. For example, the ground vehicle can have a sensor that reads apersonnel security token or device such as an encoded digital key. Thiskey information would enable the vehicle and would also be encoded withGPS information and vehicle identification, which is transmitted overthe LAN. Security software can then check to determine if the individualis authorized to be present in the vehicle at that time and location,activating an alarm if proper authorization is not confirmed. Thevehicle could also be immediately shut down. Visual identification ofpersonnel may also be accomplished using the sensor systems of thesubject invention.

FIGS. 18 a, 18 b, and 18 c show alternative embodiments permitting useof a wired or wireless LAN transmission system. As shown in FIG. 18 a,with a camera sensor C1 for purposes of simplification, the camera C1generates an analog signal which is converted to a digital signal atconvertor 400 and then compressed at the motion video compressor 402.This can be accomplished by industry standard techniques such asmotion-REG, MPEG, or motion wavelet compression or other current orfuture compression algorithms. The compressed digital signal is thenpacketized by the LAN interface 404 and transmitted to the LAN 206 inwell-known manner. An analog audio sensor such as microphone 19 is addedin FIG. 18 b and is supported the dedicated convertor 406 and compressor408 for input to the multiplexer 410 where the compressed digital audiosignal is combined with the compressed digital video signal to produce acomplex multi-media signal for packetization by the LAN 404 interface.As shown in FIG. 18 c, digital sensors such as motion detector 31 mayalso be included. The motion detector digital signal does not requireconversion and is input directly into the multiplexer 410. As also shownin FIG. 18 c, the LAN may be wireless, with a wireless transceiver 412being incorporated in the system. As previously described, any portionof the system may be wired or wireless depending on ease ofinstallation, mobility requirements and other issues. It may be notedthat functions such as the motion video compressor, audio compressor,multiplexer and LAN protocol functions may all be performed as softwareand could operate on one high speed computer such as a Digital SignalProcessor (DSP).

Turning now to FIG. 19, additional multi-media sensors may beincorporated in the system, as well, and may be wireless or hard wiredas appropriate. For example, one or more audio sensors such as a cockpitvoice sensor 113 transmit audio signals to multiplexer processor 232.Various function sensors, such as, by way of example, an entire array ofintrusion security sensors 115 may also be incorporated in themulti-media system of the subject invention. Where a plurality of suchsensors are utilized, it is desirable to provide a local multiplexersystem 238 to minimize the amount of duplicative hardware. In theexample shown, all of the intrusive security sensors in array 115require only a single transmitter and antenna as part of a localmultiplexer 238 which may then feed a combined signal to the multimediamultiplexer 232. In a wireless system, the security sensor array mayalso be fully self-contained with an independent power supply.

As shown, a variety of image sensor devices may be incorporated,including the video cameras C1, C2, C3 . . . Cn, an advanced imagingdevice such as the FLIR camera 220, the on board radar 222 and the like.All of these produce a visual signal. In addition, various audio signalsmay be incorporated utilizing a variety of audio sensor devices, such asa cockpit voice sensor 113, on board radios 224, 226 and the aircraftpublic address system 228. All of these produce an audio signal. Theoperational data signals are also incorporated, as previously described,and may include the GPS sensor 72, other navigational sensors 230, thevarious intrusion sensors 115 and other sensors 125. Thus, the system ofthe subject invention will accommodate a multiple input, multi-mediaan-ay incorporating video, audio and digital data signals into acomprehensive database for providing detailed information relating tothe aircraft condition at any time.

Each sensor device signal is introduced into a multi-media multiplexernetwork 232 which includes a image multiplexer subsystem 234, adedicated audio multiplexer subsystem 236 and a digital data multiplexersubsystem 238, all of which produce distinctive multiplexed signalswhich are introduced into a master multiplexer subsystem 232 forproducing a combined, comprehensive output signal, as selected, on eachof lines 231, 233 and 235. It may also perform decompression functionsfor compressed command streams and compressed audio or video. The setupand control of the comprehensive output signal is provided by a mastercontroller 241 and input to the multiplexer 232 at 243. The systemcontroller receives commands and streaming audio information from othersystem elements and distributes them to controlled devices. Thecontroller performs a command decoding function to sort out command anddata streams directed toward specific devices and components of thesystem.

The visual and textual data is available at a display monitor 54. Theaudio signal is output at 237 to an audio output system such asamplified speaker 240. All of the data, including all video, audio anddigital data will be recorded on the recorder system 70. Informationrepresenting audio, video, sensor data, and other vital digital data isfed from the multimedia multiplexer to the recorder 70 over the signallines 233. It should be noted that the multimedia multiplexer may beanalog, digital, or packetized digital data type, or a combination oftechnologies based on application. Where desired, selected portions ofthe systems data on the aircraft may be downlinked to the ground or basestation 18 (see FIG. 8) as the combined, comprehensive output signal online 246 to be transmitted to the ground station via the aircraft radiosystem 80 and the antenna 82. As previously described, the informationmay also be transmitted to a wireless satellite via transceiver 280 anddedicated antenna 282. Once the information is generated as a useabledata signal, as indicated at line 231, 233 and 235, the controller, incombination with commands from ground security, controls the collection,monitoring and review of the information. This permits access to anysingle sensor signal, or any combination via line 231 by sending acommand via line 248 to the controller 241 for controlling the monitorrelated multiplexing switches via line 243 to control the signal outputon line 231. For example, this may be a single camera view or an arrayof intrusive motion sensors 115.

Where desired, a light level detector may be is used for detecting lightconditions such as the ambient lighting or transient conditions such asvehicle headlights or a flashlight. The light detector analog/digitalconvertor adapts the ambient light levels into a digital data streamthis digitizer runs at rear-time rates for teal-time illuminationmonitoring. The light detector signal processor can be programmed tolook for profiles such as rapidly increasing light conditions that mayindicate a vehicle or a flashlight as opposed to the rising or settingsun. Detection of such and event would trigger a specified unique alarmcondition to be transmitted back to other elements of the system.

External contact sensors may also be deployed and a condition change maybe detected and processed by the contact signal processor. These may bedevices such as door contacts, special motion detectors such as tripwires and the like, floor pads and the like which can be connected,either by wires or wireless means to the contact detection circuit.Detection of such an event would trigger a specified alarm condition tobe transmitted back to other elements of the system.

An audible speaker system can also be provided in the preferredembodiment and can provide numerous audio outputs such as, by way ofexample, voice output or a siren. This is a multi-function device andcan be activated by local detection events, and by other system elementssuch as detection by a companion sensor unit signaling over the wirelesssystem. The siren can indicate an area of concern, serve as a signal tosecurity personnel and/or scare of intruders. The audible speaker canalso be used to provide voice instructions or signals base on localdetection events, and by other system elements. The controller producesthe synthesized or stored voice signals. The controller can programmedor downloaded over the wireless system. The speaker system can also beuse as a paging system by sending digitized or compressed voice signalsover the wireless system to one or more multi-media devices. Inaddition, the audio speaker can be use conjunction with the audiodetector 408 to communicate with the area.

Power is provided in the well-known manner. In the preferred embodiment,system power is used to power up the system through a convertor and arechargeable battery system comprising a charger/controller andrechargeable battery supply.

In certain applications it may be desirable to combine many of thefunctions described herein, such as the signal processing, datamultiplexing 232, LAN or WAN network transceiver 330, control and partsof the network interface, perhaps utilizing software running at highspeed in a high speed DSP engine. This would serve to reduce hardwarecomplexity, improve reliability, reduce power consumption, and reducecost. The network interface provides a wired interface to the system forconnecting other system elements in a hardwired configuration. This canbe any one of several well known but evolving technologies such as10Base-T, the better 100 Base-T or high-speed Gigabit LAN or WANtechnology. Such a configuration does not depart from the scope andspirit of the subject invention.

FIG. 20 is a diagrammatic illustration of an integrated sensor/wirelessLAN subsystem using DSP technology. As there shown, the various analogsensors such the light sensor 300, the temperature sensor 302, thehumidity sensor 304, and the sound or audio sensor 306 (as well as othersensors as previously described herein and as desired for application)produce analog signals which are converted at one of the dedicatedanalog-to-digital convertors 310 and then introduced into a multiplexer312. The multiplexer 312 produces a combined digital output signal whichis introduced into the DSP processor 314, which produces the systemoutput on line 315, where it is again converted at convertor 316,amplified at amplifier 318 and transmitted via antenna 320. In thepreferred embodiment, an integral power supply 322 is provided. TheSensor I/D address is on line 324. This system provides a highlyintegrated sensor/processor/transceiver and typically can be housed on asingle chip using available configuration technology.

FIG. 21 is a diagrammatic illustration of the placement of trackingsensors on the ramp and taxiways of an airport for tracking the movementof the commercial transports such as transports 10 a and 10 b as theycome into the gate area 350. The sensors S1–S32, are strategically placeto track the transport as it proceeds along the runway, the taxiway andthe ramp. This is particularly useful for aircraft which do not have GPSsignal generating sensors, making it possible to track and identify thetransport at any time. Various sensing devices can be utilized in thisconfiguration such as acoustic sensors, acoustic return “sonar”,optical, optical return, microwave, microwave return, contact or weightdetection, electronic proximity (underground wire), or similar sensors.The sensor system detects the transport, and where return sensors areused, will also identify the distance. By using sequential sensors, thespeed and direction of travel may also be calculated. This type ofsensor system will also detect the presence of other assets or personnelin the area.

The multi-media security and surveillance system of the subjectinvention provides an enhanced security scheme giving instantaneous andlive image access to critical components and areas of an aircraft orvehicle, providing the ground based security personnel with additionalinformation while the aircraft or vehicle is not in use and is leftunattended. In addition, the permanent tape record will prove invaluablefor investigating unauthorized activity or accidents after they haveoccurred. The preferred embodiment of the system is specificallydesigned for new commercial aircraft but is equally well suited forretrofit applications and for other safety applications as well, and maybe scaled up or scaled down depending on application.

The video recorders, synchronizing networks and multiplexing and splitscreen hardware are well known and their adaptation will be readilyapparent to those of ordinary skill in the art. Any suitable videorecording format can be used, for example, an analog video taperecorder, a digitizer and tape, hard drive or optical driveconfiguration. Digital cameras could be incorporated in lieu of thestandard analog type cameras currently in use in most applications. Asdigital technology becomes more readily available and more costeffective, it is contemplated that most of the imaging, monitoringand-recording equipment will be of a digital format because of theincreased reliability and the minimized space requirements. Of course,it should also be understood that the monitoring, transmitting andstorage capabilities of the invention are also well suited for capturingany video or visual image generated by the on board avionics of theaircraft.

While certain features and embodiments of the invention have beendescribed in detail herein, it will be readily understood that theinvention encompasses all modifications and enhancements within thescope and spirit of the following claims.

1. A method for monitoring a location for the occurrence of an event,collecting information relating to the event, prioritizing theinformation and dispatching an appropriate response based on theprioritized information, the method comprising the steps of: a. placingstrategically located sensors having a geographic location identifier ina position adapted for monitoring the location, said sensors furtheradapted for generating a data signal upon the occurrence of an event; b.providing response personnel and equipment with receivers adapted forreceiving selected collected and analyzed data; c. further providingresponse personnel and equipment with location sensors for generating alocation signal identifying their precise geographic location at anypoint in time; d. collecting and analyzing the data signal in order todetermine the time, location and type of event; and e. alerting anddispatching appropriate response personnel and equipment to the locationof the event based on their proximity and resources relative to theevent.
 2. The method of claim 1, wherein said geographic locationidentifiers are GPS signal generators.
 3. The method of claim 1, furtherincluding the step of recording the collected and analyzed data.
 4. Themethod of claim 1, wherein said location is a moveable asset and thelocation identifier is adapted for providing the step of tracking themovement of said moveable asset.
 5. The method of claim 4, wherein theprioritizing step includes identifying the location of the moveableasset when an event occurs and determining the personnel and equipmentin closest proximity to the moveable asset when the event occurs.
 6. Themethod of claim 1, wherein the step of placing strategically locatedsensors includes the step of placing a plurality of specific locationsensors at each location in order to monitor and define the type ofevent occurring.
 7. The method of claim 6, wherein said event detectionsensors are event activated.
 8. The method of claim 6, wherein saidevent detection sensors are programmed to operate on a timed-intervalbasis.
 9. The method of claim 6, wherein said event detection sensorsoperate on a real time basis for continuous monitoring of the locationand wherein there is further included the step of providing an alertsignal upon the occurrence of an event.
 10. The method of claim 1,including the additional step of providing personnel and equipment witha signal generator for identifying the type and/or training of thepersonnel and the type of asset whereby appropriately equipped assetsand personnel are alerted and dispatched to the event.
 11. The method ofclaim 10, wherein the collecting step includes; a. identifying the typeof personnel in the system; b. identifying the type of equipment in thesystem; c. identifying the type of event occurring; and d. matching thepersonnel and equipment to the event.
 12. The method of claim 10,wherein the alerting and dispatching step includes alerting the matchedpersonnel and equipment to respond based on proximity to the event. 13.The method of claim 1, further including the step of collecting feedbackdata from the personnel and equipment dispatched to an event in order toassure response.
 14. The method of claim 13, further including the stepof logging the feedback data for archive purposes.
 15. The method ofclaim 1, further including the step of mapping the location of an eventon a system map.
 16. The method of claim 15, wherein the mapping stepfurther includes selecting and positioning and event identifying icon onthe system map.
 17. The method of claim 16, wherein the mapping stepfurther includes tagging the icon with event critical information. 18.The method of claim 16, further including the step of removing the eventicon once an event is closed.
 19. A security monitoring, surveillanceand event response system comprising: a. a ground based monitoringstation for monitoring the position of and conditions relative to acommercial transport when in port; b. a network of ground based sensorseach operational within a predefined operating zone and adapted formonitoring a selected conditions associated with the commercialtransport while within the operating zone for generating a unique datasignal representing the specific condition to be monitored fordescribing the condition and location of the commercial transport whilewithin the zone; and c. communication system for transmitting the uniquedata signal from each of the network of sensors to the ground basedmonitoring station for monitoring the selected conditions at thecommercial transport, whereby both the condition and the location of thecommercial transport may be determined, the communication system adaptedfor identifying the event based on the unique data signal and forgenerating a response based on the location and type of event.
 20. Thesystem of claim 19, wherein at least one of the ground based sensors ishard-wired directly to the ground based monitoring station.
 21. Thesystem of claim 19, wherein at least one of the ground based sensorsfurther includes a transmitter associated with the sensor and there isfurther included a receiver associated with the ground based monitoringstation, whereby the unique data signal generated by said sensor iscommunicated over a wireless communication system from the sensor to theground based station.
 22. The system of claim 19, wherein said sensorcomprises an audio sensor device for generating an audio signal.
 23. Thesystem of claim 19, wherein said sensor comprises an image sensor devicefor generating an image signal and at least one audio sensor device forgenerating an audio signal.
 24. The system of claim 19, wherein saidsensor comprises a motion detector device for generating a signalwhenever motion is detected in the range of the device.
 25. The systemof claim 19, wherein said sensor comprises an intrusive sensor devicefor generating a signal whenever intrusive activity occurs in themonitored area of the device.
 26. The system of claim 19, wherein saidsensor comprises a fire detection device for generating a signal in theevent of a fire.
 27. The system of claim 19, wherein said sensorcomprises a smoke detection device for generating a signal in the eventof the presence of smoke in the range of the device.
 28. The system ofclaim 19, further including a recorder for capturing the combined outputsignal in a retrievable format.
 29. The system of claim 19, wherein eachsensor further includes a transmitter adapted for wireless transmissionof the combined output signal to a remote location and wherein saidground based monitoring station includes a receiver, whereby the sensorsignal may be transmitted to the monitoring station.
 30. The system ofclaim 19, further including a mobile monitoring station for receivingthe unique signal from the sensor.
 31. The system of claim 19, whereinsaid commercial transport includes a unique identifier which is adaptedto be sensed by the ground based sensor, whereby the ground based sensorcan generate an identification signal for alerting that the commercialtransport is within range of the ground based sensor.
 32. The system ofclaim 19, wherein said ground based sensor includes a time stamp formonitoring when said transport is within range.
 33. The system of claim19, further including: collector adapted for collecting the plurality ofdata signals from the plurality of sensors and generating therefrom acombined signal incorporating each of the plurality of signals into acombined output signal; and a processing system for receiving andprocessing the combined output signal.
 34. The system of claim 33, saidcollector and processing system further including a self-contained powersupply.
 35. The system of claim 33, wherein one of said image signal,said audio signal and said data signal is an analog signal and whereinone of said image signal, said audio signal and said data signal is adigital signal, the multiplexer network further including an analog todigital converter for converting the analog signal into a converteddigital signal, the multiplexer adapted for multiplexing the converteddigital signal and the digital signal into a combined digital outputsignal.
 36. The system of claim 35, wherein said collector comprises amultiplexer for accepting all of the plurality of data signals and forgenerating therefrom a combined multiplex signal preserving the discreteidentity of each of the plurality of data signals.
 37. The system ofclaim 36, wherein said combined multiplex signal includes specific, timesequenced interval segments of the plurality of data signals in a serialformat.
 38. The system of claim 37, wherein said combined multiplexsignal includes the plurality of signals released simultaneously in acompressed, parallel format.
 39. The system of claim 19, wherein atleast one of said sensors comprises an image sensor device forgenerating an image signal.
 40. The system of claim 39, furtherincluding an illumination source associated with said image sensor forilluminating the critical location.
 41. The system of claim 39, whereinsaid image sensor is a full motion video sensing and recording device.42. The system of claim 41, wherein said image and video sensors areresponsive to the presence of activity within range in order to activatethe sensor and initiate generation of a signal to the ground basedmonitoring station.
 43. The system of claim 19, wherein said transporthas an on-board monitoring system including a network of on-boardsensors adapted for monitoring specific on-board conditions andgenerating a data signal in response thereto, and wherein said groundbased monitoring station and said network of ground based sensors areadapted to interface with said on-board monitoring system to providecomprehensive information to both the ground based monitoring stationand the on-board monitoring system inclusive all of the data collectedby both the on-board sensors and the ground based sensors.
 44. Thesystem of claim 43, wherein said on-board sensor is a global positioningsensor adapted for generating a signal indicating the location of thetransport.
 45. The system of claim 44, wherein said global positioningsensor includes a separate sensor component in each end of thetransport, whereby size and heading of the transport may be monitored.46. The system of claim 19, wherein there is further included groundsupport equipment and ground support vehicles, and wherein each of saidground support equipment and ground vehicles includes location sensorsfor generating and sending ground support location signals, whereby theposition of the commercial transport and relative to the ground supportequipment and ground support vehicles may be monitored.
 47. The systemof claim 46, wherein said location sensor is an on-board GPS system. 48.The system of claim 47, wherein said commercial transport is adapted fordirectly receiving the ground support location sensor signals.
 49. Thesystem of claim 48, wherein said commercial transport is adapted fordirectly receiving the ground support location sensor signals and thelocation sensor signals generated by other commercial transports in thevicinity.
 50. The system of claim 19, wherein said sensor is adapted foralerting the ground based monitoring station of the situationalconditions in the vicinity of the commercial transport when in port. 51.The system of claim 50, wherein said sensor is adapted for generating analarm whenever specific conditions are present.
 52. The system of claim51, wherein said ground based monitoring station further includes atransmitter for transmitting instructional information to the sensorupon presence of a specific condition.
 53. The system of claim 19,wherein there is further provided support systems in port for supportingthe commercial transport and wherein said support systems furtherinclude at least one support system sensor adapted for transmitting asignal to the ground based monitoring station, whereby conditions of thecommercial transport and the support system may be simultaneouslymonitored.
 54. The system of claim 53, wherein said sensor and saidsupport system sensor are each global positioning system sensors wherebythe relative proximity of the commercial transport and the supportsystem may be tracked and monitored.
 55. The system of claim 54, whereinthe ground based monitoring station further includes a mappingcapability for generating a map defining the presence of the commercialtransport relative to the support system.
 56. The system of claim 55,wherein said support system sensor includes a support system identifierfor signaling to the ground based monitoring station the identity of thesupport system.
 57. The system of claim 19, further including apersonnel based unit including at least one sensor and a personnelcommunications system capable of transmitting and receiving informationto and from the ground based communications system for monitoringconditions present at the sensor.
 58. The system of claim 57, furtherincluding a personnel based system for generating the locationcoordinates of the personnel and communicating this to the ground basedcommunication system.
 59. The system of claim 58, further including alocation signal generator associated with the transport, whereby theproximity of the transport to the personnel may be monitored.
 60. Thesystem of claim 59, further including a signaling device for signalingthe personnel in closest proximity to the transport upon the receipt ofspecific signal from the sensor by the ground based communicationsystem.
 61. The system of claim 50, wherein said personnel based systemincludes means for remotely controlling the sensor.
 62. The system ofclaim 51, wherein said personnel based system includes means providingfor communication directly between the transport and the personnel. 63.The system of claim 52, wherein said personnel based system includesmeans providing for communication directly between personnel.